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(No Model.) 2 Sheets-Sheet 1.

J. C. DIEDBRIOHS.

VAPOR ENGINE.

No. 439,818. Patented Nov. 4, 1890.

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(No Model.)

2 Sheets--Shee1; 2. J. G. DIEDERIGHS.

VAPOR. ENGINE.

Patented Nov. 4, 1890.

ATTORNEYS WITNESSES.

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UNITED I STATES- PATENT OFFICE.

- JEAN CHARLES DIEDERICHS, OF BOURGOIN, FRANCE.

VAPOR-ENGINE.

SPECIFICATION forming part of Letters Patent No. 439,813, dated November 4, 1890.

Application filed October 23, 1889| Serial No. 327,970. (No model.)

like-as well as the heaviest oils, including schists, refined or crude petroleum, naphthas, and the like. The motor or engine in which explosion and compression take place in the cylinder is characterized by its general arrangements, and in particular by the construction and action of the carburetor and ignitor, the former producing an explosive mixture well adapted to produce the best'effeet with the engine, and the latter insuring the ignition of this mixture at the proper period.

In order that my said invention may be fully understood, I shall now proceed more particularly to describe the same, and for that purpose shall refer to the several figures on the annexed sheet of drawings, the same letters of reference indicating corresponding parts in all the figures.

Figure 1 of the accompanying drawings represents a side elevation viewed from the cylinder side. Fig. 2 is'an end elevation of the engine at the left-hand side of Fig. 1. Fig. 3 illustrates a sectional detail of the carburetor. Fig. 4 represents the ignitor in section. Fig. 5 represents the combustionchamber in horizontal section on the line 1 2, Fig. 4. Figs. Sand 7 are detail views.

General arrangements of the mo250r.The motor-cylinder'A, provided with a jacket for the circulation of cooling-water, is fixed on a bed or stand B, of suitable form and dimensions. This cylinder is provided at the front end with a combustion-chamber 0, containing the ignitor c, and at the upper part with a reservoir or cistern r, containing petroleum essence. At the side of the cylinder there is a centrifugal governor R, and at the lower part an inlet-valve a and an exhaust-valve a are provided. A piston working 1n this cylinder transmits motion by means of a connecting-rod to a crank-shaft supported in suitable bearings and carrying at one end a fly-wheel and pulley and at the other end bevel-gear driving a valve-motion shaft D, and an eccentric e, working a double-acting air-pump E, situated at the side of the bedplate or support. I

Above the pump E and supported by the bed-plate there is a cistern Q, containing the carbureting' liquid-schist, refined or other petroleum, gasoline, essence of petroleum, or the like. This cistern is arranged to maintain a constant or uniform level of the liquid, being constructed on the principle of two compartments connected at the lower part. One of these compartments is hermetically closed and forms a reservoir, but the other is open at its upper part and is supplied with liquid at the lower part. When all the liquid is drawn off from this compartment, one or more air-bubbles enter the connecting-tube and en ter the upper part of the reservoir, thereby enabling the liquid to run afresh. This reservoir, called the constant-level reservoir, is represented in detail in Figs. 6 and 7. In the first place, it should be remembered that it incloses an additional reservoir Q, also maintaining a constantlevel, to which reference is made later.

As the two reservoirs Q and Q are alike, the following description will apply to both. The reservoir Q carries on the side a tube q, open at the top to the atmosphere, and it communicates with the reservoir through an opening a. In filling the reservoir Q a corresponding level is established in the tube q. Then the filling-plug being put back into place the liquid is withrawn from the tube qby means of the cock y to the level of the opening a, and this level cannot be passed by reason of the small pipe or overflow on which the cock y is arranged. When the liquid begins to lower in the tube q, one or several bubbles of air pass in through the opening to and pass to the upper part of the reservoir Q, which permits a corresponding quantity of liquid to pass into the tube q. The level of theliquid in the tube (1 is then constant, and consequently the feeding is regular.

To facilitate the starting of the motor and in order that the carburetor may be conveniently heated by the escaping gases, a volatile liquid is employed to carburet the air. This ordinary volatile liquid is contained in the reservoir Q, placed in the interior of the reservoir Q, carrying a constant-level tube (1' and communicating with the pipe g. The tubes q q are each provided with a special cock.

When the engine is in operation, the admission of the volatile liquid is stopped by the closing of the cock of the tube q and replaced by more or less heavy oil contained in the reservoir Q by opening the cock of the tube q. At the front of the motor there is a carburetor G, connected to the cistern Q by a pipe g and to the motor-cylinder by the p A double acting hand-pump B is employed in place of the pump E when starting the engine. The two pumpsEand E are connected with a regulating-receiver F, which, being inclosed in the interior of the stand or support,

' communicates through a pipe f with the cistern r. p

G is a carburetor constructed with a cylindrical chamber, connected on the one hand with the exhaust-pipe T, which is constructed with a cone extending into the chamber, and on the other hand with a pipe g, which conduets the liquid from the cistern Q to an annular trough at the upper part of the cone. On coming in contact with the tube T, which is highly heated by the exhaust-gases, the volatile portions of the liquid are immediately converted into vapor, while the heavier parts flow down toward the lower end, and by means of this prolonged contact with the heated surface are likewise ultimately converted into vapor. V

In the interior of the exhaust=pipe there is amet-al cone 1), which contracts the area of the passage for the gases and prevents their expansion in order to obviate waste of heat. These gases, after they have done their work, are discharged through a piped.

The supply of liquid to the carburetor is regulated by a needle-valve 6, controlled by the governor R by means of suitable connec- I tions. The air to be carbureted enters through a number of holes or orifices 0, arranged at the upper part of the carburetor, so as to obtain a homogeneous mixture, and after being thoroughly carbureted by traversing the carburetor from top to bottom this air is drawn into the cylinder through a pipe T. V

The induction and exhaust pipes are severally provided with a valve worked by an eccentric or cam on the driving or crank shaft D.

The ignitor.-The carbureted air drawn in to the cylinder when the piston retires is afterward compressed when the piston returns.

before being ignited, in order to produce by expansion the force which reacts upon the piston. This air is not ignited either by a flame or by an electric spark, as heretofore, but by means of a metallic cap or tube 0, preferably of platinum, heated by means of a blow-pipe h, supplied with carbureted air. This ignitor is inclosed in a chamber 1, communicating with the combustion-chamber C of the cylinder through an orifice or port m, which is closed bya plug or piston 11. while the carbureted air is being compressed in the cylinder. When the plug or piston uncovers this port, the carbureted air compressed in the cylinder flowing in .the chamber Zbecomes ignited on coming into contact with the cap and explodes in the cylinder. After propelling the piston this air or burned gas exhausts through the same orifice m, passing through the valve a, which is opened at this period, and flowing through the pipe T to the carburetor. The action of the plug or piston-valve n must be so regulated as to cause the port m to be covered and uncovered at the proper times in order to obtain the compression or the ignition and exhaust of the gases.

The carbureted air which supplies the blow-pipe his produced as follows: The pump E or the pump E (according as the engine is being started or has been working for some time) draws in air and delivers itinto the regulating-receiver F, where its pressure is regulated .in. the same manner as in doubleacting pumps. The accumulator regulates the the delivery. A pipef conducts this air to the cistern '1", containing the essence of petro' leum, and a branch f conducts a portion to a connection at i. The pressure of the air causes the essence to How out through the pipe 70, provided with a needle-valve a, which controls its delivery with precision, so that the liquid falls in drops precisely at the connection with the air-pipe at 11, where the air becomes saturated with the essence. This carbureted air then proceeds along the pipe 10 to the blow-pipe h, whence it is projected as flame against the cap 0, which it heats to incandescenoe. V

The waste heat of the igniting-cap is utilized for heating the carbureted air, which circulates in a worm or coiled part of the pipe 19 in a chamber H before entering the blow-pipe. This preliminary heating renders the mixture more homogeneous and lessens the cooling of the cap. Moreover, the end of the blow-pipe is provided with very thin leaves or slips of platinum cut out in the form of long fine teeth or with gauze made of very fine platinum wire, so as to facilitate the combustion of the carbureted air passing to the cap. Such are the general and detail arrangements of the improved motor worked by hydrocarbon. vapor, its forms and dimensions being suscepti-' ble of modification according to the motive power to be produced.

It is evident that the relative positions of the constituent parts of the motor may be 7 changed without in any way affecting its action.

Having now particularly described and ascertained the nature of my said invention,

and in what manner the same is to be performed, I declare that what I claim is 1. Inahydrocarbon motor, the combination of a reservoir, a motor-cylinder, and a combustion-chamber with a carburetor, consisting of a cylindrical chamber provided with air-inlets and connected to the reservoir and the combustion-chamber, a cone-shaped pipe in the cylindrical chamber connected to the exhaust of the cylinder through which the spent gases pass and around which the air and oil circulate, a discharge for the pipe, and a cone within the said pipe to contract the space for the spent gases, substantially as and for the purposes set forth.

2. In a hydrocarbon motor, an ignitor consisting of a metal cap heated to incandescence, in combination with a cistern, a regulating receiver, two double-acting air-pumps, one actuated automatically by the engine, the

other to be worked by hand in starting, a

blow-pipe supplied with air from the receiver Q and oil from the cistern and provided with a needle-valve at the oil-inlet, substantially as and for the purposes set forth.

3. In a hydrocarbon motor, an ignitor consisting of a metal cap heated to incandescence by a flame within the cap, and a blowpipe supplied with carbureted air to produce the flame, in combination with a chamber communicating with the inside of the cap to hold coils of the blow-pipe, substantially as and for the purpose set forth. 7 V

In testimony whereof I have signed my two subscribing witnesses.

JEAN CHARLES DIEDERIOHS.

Witnesses:

J ULES 1\IIOHEL, LUcIEN VAssEL.

.name to this specification in the presence of 3 5 

